JP2017208868A - Operation support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation support system capable of exhibiting larger energy saving performance by achieving reliable information provision in operation support for teaching a driving operation so as to use a regenerative brake preferentially.SOLUTION: An operation support system 300 includes brake command control means 309 for calculating an air brake force command value of a railway vehicle, air brake use ratio calculation means 311 for calculating an air brake use ratio from an air brake force command value 328 and actually outputted actual regenerative brake force 329, and teaching means 312 for teaching the air brake use ratio to a crew. The air brake use ratio calculation means determines calculation timing of the air brake use ratio on the basis of notch information 321 inputted from an operator through a master controller 301 and a train speed 324 detected by train speed acquisition means 304.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a railway vehicle driving support system.

  As a driving support system for assisting a driver of a railway vehicle, as shown in Japanese Patent Laid-Open No. 6-321115 (Patent Document 1) and Japanese Patent Laid-Open No. 2008-5585 (Patent Document 2), it is predetermined according to a train schedule. In order to smoothly arrive at a position at a predetermined time, there is known one that teaches an optimum traveling pattern or brake pattern. These conventional technologies focus on the maintenance of train schedules, but in recent years, from the viewpoint of protecting the global environment, not only maintenance of train schedules but also more energy savings are required. It is required to present and learn patterns.

  Railway vehicles generally use a drive motor as a generator, and the generated electric power is used for powering other rail vehicles through overhead wires, and the cylinders are operated using compressed air pressure. In addition, an air brake is mounted that uses the frictional force generated by pressing the restrictor against the brake disc or the wheel tread. From the viewpoint of energy saving, of these two brakes, the necessary braking force, which is the braking force necessary for deceleration of the railway vehicle, is borne by the regenerative brake as much as possible, and the deceleration energy is recovered as power running energy for other railway vehicles. It is desirable to do.

  In general, the braking force that can be output by the regenerative brake depends on the vehicle speed. Specifically, a constant high regenerative braking force can be obtained in a predetermined low speed region, but in a high speed region, there is a characteristic that the regenerative braking force decreases as the vehicle speed increases (FIG. 1). Therefore, when the driver requests a large braking force at a high speed, only a part of the requested braking force can be borne by the regenerative brake, and the air brake device generates the braking force to compensate for this.

  From such a background, it is possible to provide driving assistance that shows the driver the braking force that can be borne by the regenerative brake according to the speed and encourages the driving so that the air brake does not interfere. Japanese Patent Application Publication No. 2007-221889 (Patent Document 3) discloses that, in an electric vehicle or a hybrid vehicle, the usage ratio of an air brake and a regenerative brake is calculated and the usage ratio is notified to the driver.

JP-A-6-321115 JP 2008-5585 A Japanese Patent No. 2007-221889

  The inventor of the present application diligently studied driving assistance that teaches driving operation that preferentially uses the regenerative brake. As a result, the following knowledge has been obtained.

  As a feature of the brake output in the railway, as shown in FIG. 2, at the moment when the brake notch is turned on or when the brake notch is operated in the direction in which the brake notch is increased (period t1), the shortage of the regenerative braking force is compensated. Once a large air brake is output, the brake output is shared as shown in FIG. 1 (FIG. 2). Therefore, even if the required braking force is large enough to be borne only by the regenerative brake, the air brake intervenes at the moment of switching the brake notch. When the technique of Patent Document 3 is applied to a railway vehicle having such characteristics, the driver cannot obtain consistent information regarding the braking force that can be borne by the regenerative brake, resulting in confusion. Further, under such driving assistance, it is difficult to realize a driving operation suitable for energy saving, and sufficient energy saving performance cannot be exhibited.

  It is an object of the present invention to provide a driving support system that realizes reliable information provision and can exhibit greater energy saving performance in driving support that teaches driving operation that preferentially uses a regenerative brake. Objective.

  In order to solve the above problems, one of the representative driving support systems of the present invention includes a brake command control means for calculating an air brake force command value of a railway vehicle, and an actual output of the air brake force command value. A driving support system comprising: an air brake usage rate calculating means for calculating an air brake usage rate from the actual regenerative braking force actual value, and a teaching means for teaching a crew member of the air brake usage rate, wherein the air brake usage rate The calculation means determines the calculation timing of the air brake usage rate based on the notch information input from the driver via the master controller and the train speed detected by the train speed acquisition means. This is a driving support system.

  ADVANTAGE OF THE INVENTION According to this invention, in the driving assistance which teaches driving operation which uses a regenerative brake preferentially, reliable information provision is implement | achieved and larger energy-saving performance can be exhibited.

It is an example of the figure which shows the characteristic of the regenerative braking force according to speed. It is an example of the figure which shows the ratio of the air brake force and the regenerative brake force at the time of a brake notch rising. It is an example of a block diagram of a driving assistance system. It is an example of the flowchart explaining the process of the air brake usage rate calculation teaching part in a driving assistance system. It is an example of the figure which shows the behavior of a brake notch, brake force distribution, a high level switching flag, and a timer after high level switching at the time of vehicle deceleration. It is an example of a display of an air brake usage rate. It is another example of a display of an air brake usage rate. It is another example of the block diagram of a driving assistance system.

  In the embodiment, the brake command control means for calculating the air brake force command value of the railway vehicle, and the air brake use ratio for calculating the air brake use ratio from the air brake force command value and the actually output regenerative brake force actual value. A rate calculating means and a teaching means for teaching the crew of the air brake usage rate. The air brake usage rate calculating means is detected by the notch information input from the driver via the master controller and the train speed acquiring means. A driving support system for determining the calculation timing of the air brake usage rate based on the train speed is disclosed.

  Further, the embodiment discloses that the air brake usage rate calculating means calculates the air brake usage rate when the notch information is on the brake side and the train speed is positive. Further, it is disclosed that the air brake usage rate calculating means calculates the air brake usage rate after a certain predetermined time from the timing when the notch information changes to the higher side. Further, it is disclosed that the air brake usage rate calculating means calculates the air brake usage rate after a variable predetermined time from the timing when the notch information changes to the higher side. Further, it is disclosed that the variable predetermined time becomes longer as the amount of change when the notch information changes to the higher side is larger.

  In the embodiment, a driving support system is disclosed in which the teaching means teaches the air brake usage rate on a screen display. Further, it is disclosed that the teaching means displays the required brake force, which is the sum of the air brake force command value and the regenerative brake force actual value together with the air brake usage rate, on the same screen.

  In the embodiment, a driving support system is disclosed in which the teaching means teaches the air brake usage rate by sounding sound. Further, in the embodiment, it is disclosed that the teaching means sounds when the air brake usage rate exceeds a predetermined threshold. Further, in the embodiment, it is disclosed that the teaching means includes driving operation guidance for reducing the air brake usage rate in the sounding of sound.

  In the embodiment, a driving support system is disclosed in which the teaching content from the teaching unit is deleted while the air brake usage rate calculating unit does not calculate the air brake usage rate.

  Further, in the embodiment, the brake command control means for calculating the air brake force command value of the railway vehicle, the air brake use ratio is calculated from the air brake force command value and the actually output regenerative brake force actual value, Air brake usage rate data calculation integration means to create air brake usage rate data together with operating status data, air brake usage rate database to store air brake usage rate data, and reading means to read out air usage rate data Driving support for determining the calculation timing of the air brake usage rate based on the notch information input from the driver via the master controller and the train speed detected by the train speed acquisition means Disclose the system.

  In the embodiment, a driving support system is disclosed in which the air brake usage rate calculating means calculates the air brake usage rate when the notch information is on the brake side and the train speed is positive. Further, it is disclosed that the air brake usage rate calculating means calculates the air brake usage rate after a certain predetermined time from the timing when the notch information changes to the higher side. Further, it is disclosed that the air brake usage rate calculating means calculates the air brake usage rate after a variable predetermined time from the timing when the notch information changes to the higher side. Further, it is disclosed that the variable predetermined time becomes longer as the amount of change when the notch information changes to the higher side is larger.

  Hereinafter, the above and other novel features and effects of the present invention will be described with reference to the drawings.

  In this embodiment, the air brake force usage rate is calculated from the ratio of the actual regenerative brake force and the air brake force command during running and braking, and the predetermined time is excluded from the timing when the brake notch is operated to the higher side. An example of the driving support system 300 that displays the air brake force usage rate to the driver for a period will be described.

  FIG. 3 shows the configuration of the driving support system 300 of this embodiment. The driving support system 300 inputs notch information 321, AS pressure (air suspension) 322, overhead line voltage 323, and train speed 324, sets teaching content data 331, and is a component of the driving support system 300. A certain teaching means 312 teaches driving assistance contents based on the teaching contents data 331.

  The notch information 321 is acquired from the master computer 301 operated by the driver. The AS pressure 322 is acquired from the AS pressure acquisition unit 302. The overhead wire voltage 323 is acquired from the overhead wire voltage acquisition means 303. The train speed 324 is acquired from the train speed acquisition means 304. The AS pressure acquisition unit 302, the overhead wire voltage acquisition unit 303, and the train speed acquisition unit 304 may be provided in the train as individual detection units. Or the form acquired collectively from the vehicle information control apparatus (not shown) which controls the information in a train collectively may be sufficient.

  The interior of the driving support system 300 is divided into a brake command control means 314 and an air brake usage rate calculation teaching unit 313. The brake command control means 314 receives the notch information 321, the AS pressure 322, the overhead wire voltage 323, and the train speed 304 as inputs, and actually outputs a regenerative braking force (denoted as an actual regenerative braking force 329), An air brake force command 328 is output to the air brake usage rate calculation teaching unit 313.

  The air brake usage rate calculation teaching unit 313 receives the notch information 321, the train speed 324, the actual regenerative brake force 329, and the air brake force command 328 as inputs, and is a component of the driving support system 300. A certain teaching means 312 teaches driving assistance contents based on the teaching contents data 331.

  The constituent means and processing inside the brake command control means 314 will be described.

  First, the necessary brake force calculation means 305 calculates a necessary brake force 325 necessary for the train from the notch information 321 and the AS pressure 322. The necessary brake force 325 is a brake force for a train having a weight estimated from the AS pressure 322 to decelerate at a deceleration specified by the notch information 321 and can be calculated by an equation of motion.

  At the same time, the maximum regenerative braking force calculation means 306 calculates the maximum regenerative braking force 326 that can be output from the AS pressure 322, the overhead wire voltage 323, and the train speed 324. The maximum regenerative braking force 326 is calculated from the braking force corresponding to the train speed 324 in the regenerative braking force characteristic illustrated in FIG. 1, the train weight (estimated by the AS pressure 322), and a predetermined adhesion coefficient. The smaller braking force is adopted compared with the limit braking force that does not slide.

  The regenerative brake force command calculation means 307 calculates the regenerative brake force command 327 so that the regenerative brake force is used to the maximum within the range of the required brake force 325, and the regenerative brake control means 308 (for example, an inverter or the like). To the device that generates the regenerative brake. The regenerative brake control means 308 outputs the actual regenerative brake force 329 to the air brake force command calculation means 329. The air brake force command calculating means 309 subtracts the actual regenerative brake force 329 from the necessary brake force 325 to calculate an air brake force command 328.

  Next, the internal components and processing of the air brake usage rate calculation teaching unit 313 will be described.

  The air brake usage rate calculation teaching unit 313 includes an air brake usage rate calculation unit 311 and the teaching unit 312. The air brake usage rate calculating means 311 receives the actual regenerative braking force 329, the air brake force command 328, the notch information 321 and the train speed 324 as inputs, calculates the air brake usage rate, The teaching content data 331 in the teaching means 313 is output.

  Detailed processing in the air brake usage rate calculating means 311 and specific examples of the teaching method in the teaching means 312 will be described later.

  The above is description of the structure of the driving assistance system 300 of a present Example.

  Next, the internal processing of the air brake usage rate calculating means 311 will be described using the flowchart of FIG. In the driving support system of the present embodiment, the processing shown in the flowchart of FIG. 4 is repeatedly processed during train activation. The processing period is not necessarily constant, but it is desirable that the period be sufficiently short to function as driving support for notch operation operated with a resolution of the order of 0.1 to 1.0 seconds.

  In step (“STEP” in the figure) 401, the notch information 321 is acquired. The notch information 321 includes power running / brake distinction and the size of the number of notch steps.

  In step 402, it is determined whether the train is running and braking. Whether or not the vehicle is traveling is determined by determining that the train speed 324 is equal to or higher than a predetermined value (eg, 5 km / h). Whether or not the vehicle is being braked is determined by whether or not the notch information 321 is a brake notch. If the determination in step 402 is YES, the process proceeds to step 403, and if the determination in step 402 is NO, the process proceeds to step 415. In step 415, a signal for resetting the teaching contents in the teaching unit 313 is output to the teaching unit 313.

  In step 403, it is determined whether or not the brake notch has been switched to the higher side. The notch information 321 is used for this determination. Specifically, the number of notches in the notch information 321 in the previous processing cycle and the notch information 321 in the current processing cycle are compared. If the latter is larger than the former, it is determined that there is high-level switching. If high-level switching is present, the process proceeds to step 404; otherwise, the process proceeds to step 406.

  In step 404, the high level switching flag is set in response to the determination result in step 403 (flag = 1). In the subsequent step 405, the timer after high level switching is reset (timer = 0). The high-level switching flag is a flag indicating that it is a time zone (t1 in FIG. 2) in which the air brake is intervening before the regenerative braking starts to work, and the high-level switching timer is set to a predetermined threshold (T). 1 is maintained until it reaches (initial value = 0). FIG. 5 shows an example of the behavior of the high level switching flag and the high level switching timer. After processing step 405, this cycle ends.

  In step 406, it is determined whether or not the high level switching flag is set. If it is, the process proceeds to step 407, and if not, the process proceeds to step 411.

In step 407, the timer after the high-level switching is incremented (timer = timer + dT). Here, dT is the processing cycle of the flow of FIG.

  In step 408 following step 407, the value of the high-level switching timer is compared with a predetermined threshold T. If timer ≧ T, the process proceeds to step 409, and if timer <T, the process is terminated through step 415. Here, the predetermined threshold T is set longer than the time t1 shown in FIG. Since the magnitude of t1 is determined by the operation inside the regenerative brake control means 308, it can be theoretically derived when the processing specifications of the regenerative brake control means 308 are known. For example, if a notch change of a maximum of 7 notches is assumed under the specifications that a time of 0.2 seconds per notch is used for starting up the regenerative braking force (a possible purpose of jerk control is considered) > Max (t1) = should be set at 1.4 seconds.

  On the other hand, as T increases, the time during which driving assistance is performed is shortened and the energy saving effect is reduced. Therefore, T should be set to the minimum necessary size. Therefore, a method of making T variable according to the magnitude of the notch change is also conceivable. For example, if it is based on the specification that a time of 0.2 second per notch is consumed for starting up the regenerative braking force (the purpose of jerk control is considered), set T> t1 = 0.2 × dN. (Where dN is the magnitude of the notch change).

  In step 409, the timer after the high level switching is reset (timer = 0). In the subsequent step 410, the high level switching flag is reset (flag = 0).

  In step 411, the actual regenerative braking force 329 is acquired from the regenerative brake control means 308.

  In step 412, an air brake force command 328 is acquired from the air brake force command calculation means 309.

  In step 413, an air brake force usage rate (ratio) is calculated from the actual regenerative brake force 329 and the air brake force command 328.

  In step 414, the driving assistance content to be taught is determined based on the air brake force usage rate and set in the teaching means 312.

  Next, an example of driving support contents in the teaching unit 312 will be described.

  Examples of driving support contents when the teaching means 3122 is a display screen are shown in FIGS. FIG. 6 is an example in which the specification rate of the air brake occupying the total braking force being output is displayed in a graph on the screen. FIG. 7 is an example in which the magnitude of the total braking force being output is displayed in a graph, and the air brake usage rate is indicated by filling in the bar graph.

  As a method of teaching the air brake usage rate, not only display but also voice teaching is possible. An example is a method of sounding an alarm sound or a voice message when the air brake usage rate exceeds a predetermined threshold (for example, 20%). Driving support voices reduce the frequency of viewing the screen, making it easier to look forward.

  In both cases of display and sound, the driver implements the support information by adding information that encourages specific driving operations to reduce the air brake specification rate as well as the transmission of the air brake usage rate. It becomes easy to reflect in driving operation.

  The above is an example of the driving assistance contents in the teaching means 312.

  The above is the description of the first embodiment.

  In the present embodiment, a driving support system is described in which the air brake usage rate calculated and taught in the first embodiment is made into a database together with the driving situation at the time of brake operation, and can be looked back after the end of the driving operation by a reading means provided separately. . In the form shown in the present embodiment, it is possible to obtain more noticed by looking back on the driving operation, and use it for the driving operation after the next time, which can lead to more effective energy saving driving support.

  FIG. 8 shows the configuration of the driving support system 800 of this embodiment. The driving support system 800 is a component of the driving support system 800 by generating notch information 321, AS pressure 322, overhead line voltage 323, train speed 324, and train position 830 and creating air brake usage rate data 831. After accumulating in the air brake usage rate database 812, read data 832 can be read from the air brake usage rate database 812 by the reading means 815.

  The notch information 321 is acquired from the master computer 301. The AS pressure 322 is acquired from the AS pressure acquisition unit 302. The overhead wire voltage 323 is acquired from the overhead wire voltage acquisition means 303. The train speed 324 is acquired from the train speed acquisition means 304. The train position 830 is acquired from the train position acquisition means 810. The AS pressure acquisition means 302, the overhead wire voltage acquisition means 303, the train speed acquisition means 304, and the train position acquisition means 810 may be provided in the train as individual detection means. Or the form acquired collectively from the vehicle information control apparatus (not shown) which controls the information in a train collectively may be sufficient.

  The interior of the driving support system 800 is divided into a brake command control unit 314 and an air brake usage rate data utilization unit 813.

  The components and internal processing of the brake command control means 314 are the same as those in the first embodiment.

  Next, internal components and processing of the air brake usage rate data utilization unit 813 will be described.

  The air brake usage rate data utilization unit 813 includes an air brake usage rate calculation unit 311 and the teaching unit 312. The air brake usage rate data calculation integration unit 811 calculates the air brake usage rate by using the actual regenerative braking force 329, the air brake force command 328, the notch information 321 and the train speed 324 as inputs. The processing for calculating the air brake usage rate is the same as the steps 401 to 413 in FIG. 4 shown in the first embodiment.

  At the same time, the air brake usage rate data calculation integration unit 811 provides the notch information 321, the AS pressure 322, the overhead wire voltage 323, and the train speed as operation status data at the timing when the air brake usage rate is reached. 324 and the train position 830 are acquired. The driving status data is not limited to these.

  The air brake usage rate data calculation and integration unit 811 creates the air brake usage rate data 831 by associating the air brake force command 328 and the driving situation data, and accumulates them in the air brake usage rate database 812. The accumulated data can be output / viewed as read data 832 from the reading means 815.

  The above is description of the structure of the driving assistance system 800 of a present Example.

300 driving support system 301 mascon 302 AS pressure acquisition means 303 overhead voltage acquisition means 304 train speed acquisition means 305 required brake force calculation means 306 maximum regenerative brake force calculation means 307 regenerative brake force command calculation means 308 regenerative brake control means 309 air brake force Command calculation means 311 Air brake usage rate calculation means 312 Teaching means 313 Air brake usage rate calculation teaching unit 314 Brake command control means 321 Notch information 322 AS pressure 323 Overhead voltage 324 Train speed 325 Necessary braking force 326 Maximum regenerative braking force 327 Regenerative braking Force command 328 Air brake force command 329 Actual regenerative brake force 331 Teaching content data 800 Driving support system 810 Train position acquisition means 811 Air brake usage rate data calculation integration means 812 Air breaker Key usage rate database 813 Air brake usage rate data utilization unit 815 Reading means 830 Train position 831 Air brake usage rate data 832 Reading data

Claims (16)

Brake command control means for calculating an air brake force command value for a railway vehicle, and an air brake use rate calculation means for calculating an air brake use ratio from the air brake force command value and the actual output regenerative brake force actual value And a driving support system comprising teaching means for teaching the crew member the air brake usage rate,
The air brake usage rate calculating means determines the calculation timing of the air brake usage rate based on notch information input from the driver via the master controller and the train speed detected by the train speed acquisition means. To do,
A driving assistance system characterized by The driving support system according to claim 1,
The air brake usage rate calculating means calculates the air brake usage rate when the notch information is on the brake side and the train speed is positive;
A driving assistance system characterized by The driving support system according to claim 2,
The air brake usage rate calculating means calculates the air brake usage rate after a predetermined time from the timing when the notch information is changed to the higher side;
A driving assistance system characterized by The driving support system according to claim 2,
The air brake usage rate calculating means calculates the air brake usage rate after a predetermined variable time from the timing when the notch information is changed to the higher side.
A driving assistance system characterized by The driving support system according to claim 4,
The variable predetermined time becomes longer as the amount of change when the notch information is changed to a higher side is larger,
A driving assistance system characterized by The driving support system according to any one of claims 1 to 6,
The teaching means teaches the air brake usage rate on a screen display;
A driving assistance system characterized by The driving support system according to claim 6,
The teaching means displays the required brake force on the same screen, which is the sum of the air brake force command value and the regenerative brake force actual value together with the air brake usage rate,
A driving assistance system characterized by The driving support system according to any one of claims 1 to 6,
The teaching means teaches the air brake usage rate by sounding sound,
A driving assistance system characterized by The driving support system according to claim 8, wherein
The teaching means sounds when the air brake usage rate exceeds a predetermined threshold;
A driving assistance system characterized by The driving support system according to claim 9,
The teaching means includes a driving operation guidance for reducing the air brake usage rate in a sounding sound,
A driving assistance system characterized by 11. The driving support system according to claim 1, wherein the teaching content from the teaching unit is erased while the air brake usage rate calculating unit does not calculate the air brake usage rate. Being
A driving assistance system characterized by The brake command control means for calculating the air brake force command value of the railway vehicle, the air brake use ratio is calculated from the air brake force command value and the actual output value of the regenerative brake force, and both the operation status data and air An operation support system comprising air brake usage rate data calculation integration means for creating brake usage rate data, an air brake usage rate database for storing the air brake usage rate data, and a reading means for reading out the air usage rate data,
The air brake usage rate data calculation integration unit is configured to calculate the air brake usage rate based on the notch information input from the driver via the master controller and the train speed detected by the train speed acquisition unit. To determine the
A driving assistance system characterized by The driving support system according to claim 12, wherein
The air brake usage rate calculating means calculates the air brake usage rate when the notch information is on the brake side and the train speed is positive;
A driving assistance system characterized by The driving support system according to claim 13,
The air brake usage rate calculating means calculates the air brake usage rate after a predetermined time from the timing when the notch information is changed to the higher side;
A driving assistance system characterized by The driving support system according to claim 13,
The air brake usage rate calculating means calculates the air brake usage rate after a predetermined variable time from the timing when the notch information is changed to the higher side.
A driving assistance system characterized by The driving support system according to claim 15,
The variable predetermined time becomes longer as the amount of change when the notch information is changed to a higher side is larger,
A driving assistance system characterized by

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